Starter mechanism for engines



Aug. 4, 1931;

A. DOW 1,817,179

STARTER MECHANISM FOR ENGINES Filed May 22, 1930 3 Sheets-Sheet l INVENTOR. fl/exo'noer DOW A TTORNE Y.

Aug." 4, 1931. A. bow 1,811,179

STARTER MECHANISM FOR ENGINES Filed May 22, 1930 3 Sheets-Sheet 2 33 32 1 2 3 5 8 5 l 24. la

INVENTOR.

BY 4/exd/zder 00W A TTORNE Y.

Aug. 4, 1931. A. DOW 1,817,179

SkRTER MECHANISM FOR ENGINES Filed May 22. 1930 3 Sheets-Sheet 3 A TT ORNE Y.

Patented Aug. 4, 1931 warren stares ALEXANDER DOW, OF NEW YORK, N. Y., ASSIGNOR TO DOW PATENTS HOLDING COR- 7 PATENT OFFICE PORA'IION, A CORPORATION OF DELAWARE STARTER lvIECHANISM FOR ENGINES Application filed May 22,

This invention relates to starting mechanism for internal combustion engines, and more particularly to starting mechanisms of the friction type.

' e; The invention claimed in this application is an improvement on an invention described in an application for patent now pend' in the U. 5. Patent Office, the same earing Serial No. 452,502, filed May 14, 1930. In 1 said pending application 1 describe and specifically claim a starter of the inboard bearing type. The present application i directed to friction starters of the outbcard bearing type.

It is deemed desirable in presenting the present application for patent that the specification and drawings of said pending application be reproduced herein and made part hereof, which taken in connection with additional description, drawings and claims, will fully present the invention covered by this application for patent.

Thefollowing is a copy ofsaid application for patent, omitting the claims made in that application.

This invention is a starter mechanism for internal combustion engines and is of that general type wherein a pair of cooperating gripping members are adapted to frictionally grip and drive an interposed driven member, usually in the form of a ring carried by the crank shaft or fly Wheel of an engine.

The primary object of the invention to '3 provide a starting mechanism of the character described wherein the parts entering into the construction may be more economically manufactured and assembled than heretofore. This is accomplished by mounting all of said parts directly upon the driving shaft of the starting mechanism in such sequence that they will cooperate to cause the gripping members to engage with and drive the driven member during starting operations and to free the gripping members from contact with the driven member at all other times.

Thus, in one of'its preferred practical N forms, the starting mechanism of this invention embodies a driving shaft suitably 1930. Serial No. 454,563.

mounted to rotate and adapted to be driven from an appropriate prime mover, and on this shaft the several parts are coaxially assembled in the following sequence, to wit first, a fixed collar rigidly secured by a pin, or otherwise, to the shaft to rotate therewith; text, a loose sleeve free for rotation and longitudinal sliding movement on the shaft, the adjacent ends of the collar and sleeve having gripping faces toengage an interposed driven member, and the loose sleeve having at its opposite end a cam face; next, a cam follower, keyed to slide longitudinally on the shaft and rotate therewith; and, lastly, an adjusting element which may conveniently be a nut threaded on the shaft. All of these elements are directly mounted on the shaft and individually depend upon the shaft for support.

Another object of the invention is to pro vide, in a starting mechanism of the character described means which will, under nor mal conditions, function as a substantially rigid. strut to hold the gripping members in driving engagement with the driven member during starting operations but which means nevertheless, has the characteristic that, under abnormal conditions, said means will resiliently yield while maintaining the desired driving engagement between the parts.

The said means is ln'eferably in the form of a spring normally held by an appropriate retainer under a predetermined minimum compression sufficiently high to cause said s} )ring to be substantially neutral under ordinary operating conditions, but suiiiciently low to pern it the spring to resiliently yield under abnormal conditions. This s 'iring may be conveniently introduced into the as sembly hereinbefore described, by interposing it somewhere between the adjacent element and the gripping face of the loose sleeve. In practice, it is, by preference, positioned between said adjusting element and the follower.

' A further feature resides in the means whereby the gripping members are both nor mally maintained free from contact with the ring, except when the gripping members a re actually driving said ring.

Features of the invention, other than those specified, will be apparent from the hereinafter detailed description and claims, when read in conjunction with the accompanying drawings.

The accompanying drawings illustrate different pr ctical. embodiments of the invention, but the constructions therein shown are. to be understood as llustrative, only, and not as defining the limits of the invention.

Figure 1 is aplan view of engine start-er mechanism embodying the present invention.

In this view a portion of the fly wheel and associated rin are shown in section.

Figure 2 shows the same construction as illustrated in Figure-1, but with the shaft rotated through-90 degrees and the gripping members 111 engagement with the driven member; In this view, certain of said parts are shown in central sectlon in the interest of clearness.

rigure 3 1s a diagrammatic view showing the development of the loose sleeve and the are shown in central section in the interest of clearness. I

Figure 6 shows an entire starter motor as sembly embodying the present invention in eleration. a

Figure 7 shows a modified form starter assembly also embodying this invention and with certain parts illustrated in central section.

Referring to the drawings, and more particularly to Figures 1 and 2, 1 indicates a bearing which may be one of the end bearings of the casing of a starting motor. This motor may be of-any conventional form and provided with an armat e shaft 2 extending beyond the casing a sufficient distance to accommodate the parts which, according to the present invention, are associated there with. Directly secured to the armature shaft adjacent the housing 1 one friction member 3' of the assembly. This friction member isin the form of a collar firmly secured to the shaft 2 by means of a pin 1- or in any other suitable manner.

Arranged further along the shaft and havingarotatable and sliding fit on the shaft is a sleeve 5 which constitutes the other gripping member. The contiguous faces of the gripping'members 3 and 5 carry the grip ping faces 6 and 7 and these faces are preferably of conical form, whereby they are adapted to cooperate with and grip the interposed ring 8 of an engine fly wheel 9. A spring 10 is preferably interposed between the members 3 and 5 and serves to force these members apart. The slight lost motion commonly found in armature shafts of conventional motors will permit freeing of the face 6' from engagement with the ring 8 of the fly wheel, as hereinafter more-fully explained.

The end of the element 5 opposite to that which carries the gripping face 7 is formed with cam surfaces designated generally by the reference character 11 and hereinafter more fully described and with these cam faces is adapted tocooperate a cam follower. The follower is in the form of a yoke having a sleeve 12 which has a close sliding fit with the shaft 2 and is keyed against rotation thereon by means of a key 13. The sleeve 12 carries at its inner end two arms 14:, and these two arms each carry a roller 15 which coacts directly with a cam surface 11. The rollers each have a trunnion 16 and each arm 14 is perforated to form a bearing for the trunnion of the associated roller.

The outer end of the shaft 2 is threaded as shown at 17 and on to this threaded portion of the shaft beyond the follower is screwed a castellated or slotted nut 18. The shaft is perforated or slotted and'a cotter pin 19 is adapted tobe passed through the castellations of the nut 18 and through the perforation or slot of the shaft to lock the nut 18 in adjustment.

In practice, the starter is mounted in proximity with the engine which it is adapted to crank and is so positioned that the ring 8 of the flywheel will project between the gripping faces 6 and 7. The nut 18-is thereupon regulated to adjust the relative position between the parts of the starter with reference to said ring which serves asa gauge for such adjustment.

WVhile the cam faces 11 to which I have referred may vary without departing from this invention, they preferably. as indicated in Figure 3, each embody a depressed seat 20. From one side of each depressed seat, the cam surface rises gradually as indicated'at 21, and this gradual rise terminates in an abrupt as cent indicated at 22, which is preferably in the form of an arc, the radius of which is substantially the radius of the roller cooperating therewith. Asa result of this construe 'tion, the rollers will normally occupy the depressed seats 20 and when in this position the spring l0 will be'free to force the gripping members apart.

lVhen the starting motor is energized and the shaft 2 rotated with rapid acceleration,

the followers advance out of the depressions or seats 20 on to the gradual rising'portion 21 of the cam faces and continue to so rise for the purpose of forcing thegripping memher 5 into engagement with the fly wheel ring and simultaneously reacting to draw the gripping member 3 into engagement with the opposite side of said ring 8. This operation will proceed until the rollers engage the rapid ascents 22 of the cam faces which ascents will constitute, in effect, stops to the further travel of the rollers over the cam faces, but the nut 18 is so adjusted that the engagement of the rollers with the stops of the cam faces Will occur simultaneously with the establishment of frictional driving engagement between the gripping members and the fly wheel ring 8.

When the engine starts and gathers sufficient speed to impart to the ring 8 a speed greater than the normal driving speed of the starting motor, the ring 8 will thereupon rotate the gripping member 5 at a speed greater than the speed of the armature shaft and cause the cam faces 11 to advance away from the cam follower By this operation, the cam follower will be caused to roll down the cam faces to bring the rollers into the depressions or seats 20 and to thereby release the fly wheel ring from the gripping action of the members 3 and 5.

The structure shown in Figures l and 5 is, in the main, substantially the same as that illustrated in Figures 1 and 2 with the addi tion of certain parts. Thus, it will be noted that the structure of Figures t and 5 embodies a bearing 1 for the shaft 2. The fixed gripping member 3 is secured to the shaft by the pin 4;, while the gripping element 5 is loose on the shaft and cooperates with the member 3 to grip and drive the ring 8. The outboard end of the gripping member 5 has cam faces engaged by the rollers 15 carried by the arms 14 of the yoke and the yoke is provided with a sleeve 12 having a keyed connection 13 with the shaft 2. A nut 18 of castellated or slotted character is screwed on to the end of the shaft 2 and serves to adjust the yoke longitudinally of the shaft.

It will be noted, however, that the nut 18 instead of acting directly against the sleeve of the yoke coacts with said sleeve through an intermediate spring 23 which is interposed between the nut and the yoke, so that as the cam follower reacts against the nut 18, it does so through'the interposed spring 23.

In practice, this spring may be of any suitable character and may coact with the parts in various ways for the carrying out of the purposes stated. Nevertheless, the form of construction shown in the drawings has been found to give highly satisfactory results and is preferred. Here the spring is shown of the helical type enclosed within an annular band or sleeve 24 of tubular section. In the opposite ends of the tubular section are washers 25 and 26 and the opposite endsof said section are spun over the outer faces of. the washers to form a substantially closed cage in which the spring is housed; I may make the cage in other ways than as described, but the form shown is efficient and economical.

I have also found it highly desirable to house the spring within the cage with the spring under a predetermined minimum compression which is appreciable. While this is not absolutely essential, it is highly desirable. Suppose, for example, that under ordinary driving conditions a pressure of say to pounds is required to be exerted by the gripping members upon the ring, then I prefer that the normal compression of the spring within the cage be somewhat in excess f pounds, so that under normal conditions of driving where the thickness of the ring is uniform hroughout, the spring will be to all. intents and purposes neutral and the pressure of the gripping members upon the ring will be positive. If, however, the ring 8 varies appreciably in thickness at different parts of its circumference or for other reasons a yielding of the gripping members in an axial direction is required, then, and in that event, the spring will yield when subjected to the increased reaction of the cam follower or to the action of the nut transmitted to said nut through the shaft from the member 3, and the gripping members will continue to drive the ring in an efficient manner.

Another advantage of having the spring within the cage and which renders this con struction the preferred construction is that the spring while under a predetermined minimum compression is adjustable longitudinally of the shaft to effect desired adjustment of the cam follower through rotation of the nut 18 without varying the normal tension of the spring;

It will of course be understood that the washers 25 and 26 are movable toward one another within the cage, so as to permit com pression of the spring as stated. As shown in Figures 4 and 5, the sleeve 12 of the yoke is of reduced cross section for a portion of its length, so as to permit it to extend into the interior of the spring. The purpose of this arrangement is to minimize the leng "h of the de vice, although so far as the operation is con cerned thc spring and cage unit might be interposed directly between the sleeve 12 and the nut 18 of Figure 1 if the shaft were made somewhat longer.

It is to be noted that while the structure of Figures 4 and 5 contemplates the employment of the spring as stated, the spring with its associated cage and washers may be entirely removed and the nut 18 screwed, so as to cooperate directly with the end of the sleeve 12'.

The springs 10 of Figures 1, 2, 4 and 5 serve to normally maintain the gripping members in separated relation with the cam rollers 15 in the depressions 20. This is the normal condition of the parts and they remain so until in U;

it is desired to. employ the starting mechanism to crankitheengine with which the ring 8 is associated. WVhen the starting motor is energized, the shaft 2together'with the gripping member 3 and cam follower are separated and speeded up with rapidacceleration, while the inherent inertia of the grip I ping member 5 causes it to lam There re.-

sultsa relative rotation between the cam follower and the member. 5 which causes the rollers to ride upon the cam surfaces of the member 5 and thereby force said member 5 into engagement 'withone face of the ring 8. A reactionary force acts through the cam follower to the shaft 2 and serves to draw said shaftin a direction to move the gripping element 3 into engagement with the other face of the ring 8 and thus these two forces cooperate to cause the ring 8 to be tightly gripped etween the gripping members 3 and 5, so that upon continued rotation of the parts which are carried by said shaft, the gripping member 5 will rotate therewith, While the members 3 and 5 will drive the ring 8 for the purpose of cranking the engine. This operation willcontinue until the engine has been started-and commences to operate under its own power whereupon the ring 8 will be driven from the engine at a greater speed than the speed of the gripping members 3 and 5. Y 7

The drag of the armature upon the shaft 2 and member 3 will thereupon tend to slow down the operation of the gripping member s 3, while the gripping member 5 will tend to travel at the speed of the ring 8 and consequently the member 5 will-travel faster than the cam rollers 15 and they will be caused to partake of retrograde movement down the cam surfaces and be returned into the depressions for the purpose of separating the gripping members from driving relationwith the'ring 8. I

The spring 10 will separate these members 3 and 5 during its operation, but it is of considerable importance that the members be also separated fromcontact with the ring 8,

becauseif one of them continues to contact with this ring, undesirable wear and a-braa sion will result. Various mean-s maybe em-. ployed for insuring this latter separation.

in Figure 6, a very satisfactory and practical arrangement is illustrated. Here the bearing 1 is shown as one of the'end bearings of. the armature shaft of a starting motor 27, the opposite end bearing of which is designated 28. The shaft 2 is extendedbeyondthebearing '28 and carries a fixed collar 29. 'A spring is interposed between the collar 29 and the bearing 28 and serves to normallymosre ping-member 3 with the adjacent end of the bearing 1, Thus, when-the motor is de-energi-Zech'the gripping member 3 is'disengaged V V 7 presence provides. the armature shaft 2to the left. This move-f vmentis limited by engagement ofitihe gripfrom the ring 8 by the power of the spring -30, whilethe spring 10 will force the member '5'iiithe opposite direction to free it from contact with said ring. In this Way, both elements are normally maintained free from contact with the ring 8 in a simple and ellicient manner. It will be understood, however, that when the starting motor is energized to carry out an engine starting operation, the action between the cam follower and the cam face of the member 5 will become a predominating force well able to overcome the p wer ofthe spring 30 and entirely effectual to force the members 3 and 5 into driv- Qing engagement with the ring 8.

The arrangement shown in Figure 6 is particularly adapted for use with electric starting motors, but the invention of course is not limited to use with such motors, for any suitable source of power may be utilized for cranking purposes.- Thus, .as-shown in Figure 7, the shaft 2 is mounted in an appropriate bearing 1, back of which a collar 3i is lixed to the shaft and between the collar 31 and the bearing lis interposed spring which functions in the same manner as the spring 30 of Figure 6. The end of the shaft 2 is square as indicated at 33 and extends into a square socket 34 associated with the main power shaft 35 driven from 7 any suitable prime mover. The squared connections and 3st permit of longitudinal movement of the shaft 2 to allow the member 3 to be en ga ged with or disengaged from the *ing 3.

As is'well known, there is suflicient end play in the armature shaft of an electric motor such as shown in Figure 6 to permit of a like movement.

In practically carrying "out this inv the springs 30 and 32 of Figures 5 and (3 may 'be positioned as shown in these figures or may operate in the same direction upon the shaft by acting through a center pin the outboard end ofthe shaft 2 in either case. These details of construction optional and l the presentinvention is not confined the specific detailed construction shown.

The various forms of the invention which are hereinbefore described and shown in the accompanying drawings embody numerous lOll.

Lin!

supplied for the purposes of this case, in which the several parts are designated by numerals, like numerals referring to like parts, The difference in structure and operation will be pointed out as we proceed.

F igure 8 is a plan view of starting mechanism of the outboard bearing type, according to the present invention, showing the gripping members which are adapted to grip and drive the interposed driven member disengaged from the latter member. In this view, certain parts are illustrated in section in the interest of clearness.

Figure 9 is a view showing the same parts illustrated in Figure 8, but with the drive shaft rotated through 90 degrees and certain of the parts shown in central section. This view also shows the gripping members in engagement with the interposed driven member.

Figure 10 is a diagrammatic View showing the development of one of the loose sleeves which is provided at one end with a cam surface to coact with follower rollers also shown in this figure.

Figure 11 shows the starter withan added element.

In application Serial Number 452,502, filed May 14, 1930, the specific form of starter mechanism which I chose to show for the purpose of illustration was of the inboard bearing type, i. e., the type wherein the friction starting mechanism was mounted upon a shaft which extended from appropriate bearings into space, such, for example, as an extension of the armature shaft of an electric starting motor. The present invention relates to starting motors of the same general character, but embodying an outboard hearing; that is to say, a construction wherein the driving shaft is supported at both ends with the friction drive mechanism carried by the shaft intermediate the supporting bearings of the latter.

The object of the present invention is to provide a simple and efficient friction starter mechanism adapted to be mounted upon a shaft having bearings at bothends of the friction starter mechanism.

Referring to Figures 8, 9 and 10 of the drawings, 1 and 28 indicate bearings to support the shaft 2 which constitutes the driving shaft. The bearings 1 and 23 may be supported in any suitable way, but of the source of power is an electric motor, the mo tor housing may serve to support the bearing 1, and an arm or bracket 2 may extend from the motor housing to support the bearing 23.

The shaft is mounted to rotate freely in these hearings 1 and 23, and is preferably stepped down as illustrated in Figure 9 to provide three distinct portions 25, 26 and 27 of different diameters, which are pro ressively smaller to facilitate assembly of the parts. The portion 27 extends into and is supported for rotation within the bearing 23. On the portion 26 the several operating elements of the structure are supported in sequence. That is to say, the gripping member or fixed collar 3 is mounted near the outboard board end of the portion 26 directly adjacent the bearing 23 and is secured to the shaft to rotate therewith in any suitable manner as by a pin l. The loose sleeve 5 is mounted on the portion in spaced rela tion to the collar 3, and is loose on the shaft, i. 0., it is free to rotate thereon and also free to longitudinally slide thereon. The contiguous ends of the gripping members 3 and 5 are provided with the gripping faces 6 and 7 which are preferably though not necessarily of conical form and these faces are adapted to cooperate with and grip the ring or annular member 8 which is formed on or carried by the fly wheel 9.

Positioned next in sequence on the shaft 3 is the cam follower 12 in the form of a yoke. The hub of the yoke is bored to embrace the portion 26 of the shaftwith a sliding fit, and the key cooperates with the yoke to secure it for rotation with the shaft.

The yoli-e has arms 1i and 1 1 in which are formed bearings 28 and within the confines of the yoke are the rollers 15. Each of these rollers carries a trunnion 16 and these trunnions engage with the bearings 28 to mount the rollers on the yoke. The rollers are adapted to cooperate and coact with the cam faces 11 formed on the adjacent end of the loose sleeve 5, as will be readily understood.

A. spring is interposed bet-ween the gripping members 3 and 5 and this spring serves to normally separate said members and hold them free from contact with the driven member 8 and at the same time hold the cam faces 11 in engagement with the rollers 15.

The portion of the shaft is threaded as shown at 17a in Fi ure 9 and on this portion of the shaft is positioned the adjusting nut 18 which is adapted to be longitudinally adjusted with reference to the threads for the purpose of regulating the position of the yoke longitudinally of the shaft in order that the parts may be adjusted, so that in operation an appropriate satisfactory gripping cooperation may be had between the gripping members and 5 and the driven member 8.

Figures 8 and 9 of the drawings show the nut 18 coacting directly with the follower 12, but I wish it understood that if desired X may interpose between the follower 12 and the adjusting nut 18 a yieldable elementsuch as the spring 23 and its associated cage 2-1; shown in Figures 1-7, inclusive, and described in connection with these figures.

Figure 11. shows this construction.

The nut 18 is of slotted or castellated form as indicated and the shaft is perforated as perforation in the shaft to lock the nut-in adjustn'ient. The camfaces 11, as-employed in Figures 8 and 9, are shown in Figure '10. 'It' will be noted'thatthey are here illustrated as sub stantially the same as in Figure 3, with the exception that they are reversed to compensate for the inverse relation of the elements on the shaft. I do not consider it necessary to describe the particular contour or formation of these cam faces 11, as they are fully described and claimed in my'applicati'ons,

Serial Nos. 226,170 and 293,731. The cam faces may be formed as disclosed in either of these applications orin any appropriate manner without departing from this inven tion. a

The parts illustrated in F igures'S, 9 andlO of thedrawings operate the same as in'the previous figures, to wit: Under normal conditions,-the-relation of the parts is as indicated in FigureS with the gripping faces 6 and-7 free from engagement With'the driven member 8. *vVhen it is desired to start the engine, the shaft 2 is rotated with rapid acceleration. Asthe shaft turns,'it carries with it the fixed collar 3, the camfoliower 12 and the adjusting nut-18. Thelo'ose sleeve 5, however,- by virtue ofits inherent inertia, lags s'uficiently to cause the'rollers 15 to ride upon thecam face 21" and thus force the loose sleeve 5 longitudinally of the shaft and into engagement with the driven memberB. The i cam follower reacts'to longitudinally shift the shaft 2 to the left for the purposeof drawing the fixed collar 8 into engagement with the driven member, and as both gripping members engage with the driven member, the rollers and cam faces coact to bring about a sufficiently tight gripping cooperation as will insure the driving of the memher 8 by the gripping members. This driving of the member 8 continues until the 'asso ciated engine starts. When the engine gathers sufficient speed-to impart to the memher 8 a speed greater than the normal driving speed of the starting motor,'the cam rollers 15 will be caused-to roll down the cam faces and permit the gripping members to return stood as fully-commensurate with the appended cl-aims.

"Havingfully described the invention, what I claim as new and desire'to secure by Letters Patent is:

1. A starting mechanism for internal combustion engines, embodying a shaft, means at one end of the shaft for driving the same, spaced apart inboard and outboard bearings to support the shaft, and aplurality of driving elements arranged in the following sequence on said shaft between the inboarc and outboard bearings -:-t-he firstelement being a member longitudinally adjustable on the shaft adjacent the inboard bearing for ad justing the relative position-of the succeeding elementsythe next elementbeing a cam follower mounted forrotationwith and-for longitudinal sliding movementon said shaft; the next element being a loose sleeve free for rotation and longitudinal sliding movement on the shaf adj acenti the follower with cam faces to 'cooperate therewith, said loose sleeve having a gripping face at its other endythe neXtelement being a collarfi xe'd on'the shaft adjacent the outboard bearing and having atits inner enda gripping face adaptedt'o co'operate with the gripping "face of the loose sleeve to grip-and drive an interposed driven member and a driven "member interposedbetween saidgripping' faces; a j

2. A starting'me'chanism for internal combustion engines, embodying a shaft, means at one end of the shaft'for driving the same, spaced apart inboard and outboard bearings to'sup'port the shaft, and a plurality of driving elements arranged in the following sequence on said shaft between the inboard and outboard bearings :the first element being a member longitudinally adjustable on the shaft adjacent the inboard bearing for adj usting'the relative position of the succeeding elements; the next element being a cam follower mounted for rotation with and for longitudinal slidingmovement on said shaft; the next'element being aloose sleeve free for rotation and "longitudinal sliding movement on the shaft and provided at its end adjacent the follower with cam faces to cooperate therewith, said loose sleeve havinga gripping face at its other end; the next element being a collar fixed on the shaft adjacent the Outboa rdbearing and havingat its inner end a gripping face adapted to cooperate with the gripping face of the loose sleeve to grip and drive an interposed driven member; a driven member interpose'd'between said gripp ng faces; and a resilient member interposed between the adjusting member and the gripping face of the loose sleeve.

3. A starting mechanism for internal combustion engines, embodying a shaft, means at One end of the shaftjfor drivingthe same. spaced apart inboard and outboard bearings t and provided at its'end I to support the shaft, and a plurality of driving elements arranged in the following sequence on said shaft between the inboard and outboard bearings :the first element beinga member longitudinally adjustable on the shaft adjacent the inboard bearing for adjusting the relative position of the succeeding elements; the next element being a resilient meinliier; the next element being a cam follower iounted for rotation with and for longitudinal sliding movement on said shaft; the next element being a loose sleeve free for rotation and longitudinal sliding movement on the shaft and provided at its end adjacent the. follower with cam faces to cooperate therewith, said loose sleeve having a gripping face at its other end; the next element being a collar fixed on the shaft adjacent the outboard bearing and having at its inner a end a gripping face adapted to cooperate with the gripping face of the loose sleeve to grip and drive an interposed driven member; and driven member interposed between said gripping faces.

4-. A starting mechanism for internal combustion engines, embodying a shaft, means at one end of the shaft for driving the same, spaced apart inboard and outboard bearings to supportthe shaft, and a plurality of driving elements arranged in the following sequence on said shaft between the inboard and outboard bearings :the first element being a member longitudinally adjustable on the shaft adjacent the inboard bearing for adj usting the relative position of the succeeding elements; the next element being a spring with means to normally hold it under a predetermined minimum compression; the next element being a cam follower mounted for rotation with and for longitudinal sliding movement on said shaft; the next element being a loose sleeve free for rotation and longitudinal sliding movement on the shaft and provided at its end adj acent the follower with cam faces to cooperate therewith, said loose sleeve having a gripping face at its other end; the next element being a collar fixed on the shaft adjacent the outboard bearing and having at its inner end a gripping face adapted to cooperate with the gripping face of the loose sleeve to grip and drive an interposed driven member; and a driven member interposed between said gripping faces.

5. A starting mechanism for internal combustion engines, embodying a shaft, means at one end of the shaft for driving the same, spaced apart inboard and outboard bearings to support the shaft, and a plurality of driving elements arranged in the following sequence on said shaft between the inboard and outboard bearings :the first element being a nut having threaded engagement with the shaft adjacent the inboard bearing for adjusting the relative position of the succeeding elements; the next element being a cam follower mounted for rotation with and for longitudinal sliding movement on said shaft; the next element being a loose sleeve free for rotation and longitudinal sliding movement on the shaft and provided at its end adjacent the follower with cam faces to cooperate therewith, said loose sleeve having a gripping face at its other end; the next element being a collar fixed on the shaft adjacent the outboard bearing and having at its inner end a gripping face adapted to cooperate with the gripping face of the loose sleeve to grip and drive an interposed driven member; and a driven member interposed between said gripping faces.

Signed by me at New York city this th day of May, 1930.

ALEXANDER DOW. 

